U.S. patent number 10,066,677 [Application Number 15/102,352] was granted by the patent office on 2018-09-04 for clutch device with fully integrated hydraulics.
This patent grant is currently assigned to SCHAEFFLER TECHNOLOGIES AG & CO. KG. The grantee listed for this patent is Schaeffler Technologies AG & Co. KG. Invention is credited to Markus Baehr, Marco Grethel, Dominik Herkommer.
United States Patent |
10,066,677 |
Herkommer , et al. |
September 4, 2018 |
Clutch device with fully integrated hydraulics
Abstract
The invention relates to a clutch device for a drivetrain of a
motor vehicle, including a pressure plate which is preferably
displaceable in the axial direction of the clutch device, wherein
the pressure plate, in a coupled position of the clutch device,
presses a clutch disk against a counterpressure plate that can be
connected to a crankshaft of an internal combustion engine, and
including an actuating device which has a displaceable actuating
piston. The displacement position of the actuating piston defines a
position of the pressure plate and the actuating piston can be
driven by a drive unit of the actuating device in order to displace
the pressure plate between the coupled position and an uncoupled
position. The drive unit has at least one pump, and the at least
one pump is accommodated in a pump seat housing and the pump seat
housing is connected to the counterpressure plate in such a way as
to rotate therewith.
Inventors: |
Herkommer; Dominik
(Schriesheim, DE), Baehr; Markus (Buhl,
DE), Grethel; Marco (Buhlertal, DE) |
Applicant: |
Name |
City |
State |
Country |
Type |
Schaeffler Technologies AG & Co. KG |
Herzogenaurach |
N/A |
DE |
|
|
Assignee: |
SCHAEFFLER TECHNOLOGIES AG &
CO. KG (Herzogenaurach, DE)
|
Family
ID: |
52144326 |
Appl.
No.: |
15/102,352 |
Filed: |
November 26, 2014 |
PCT
Filed: |
November 26, 2014 |
PCT No.: |
PCT/DE2014/200657 |
371(c)(1),(2),(4) Date: |
June 07, 2016 |
PCT
Pub. No.: |
WO2015/090310 |
PCT
Pub. Date: |
June 25, 2015 |
Prior Publication Data
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|
|
|
Document
Identifier |
Publication Date |
|
US 20170002874 A1 |
Jan 5, 2017 |
|
Foreign Application Priority Data
|
|
|
|
|
Dec 16, 2013 [DE] |
|
|
10 2013 226 096 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F04B
17/03 (20130101); F16D 25/02 (20130101); F04B
1/146 (20130101); F16D 25/12 (20130101); F16D
48/06 (20130101); F04B 1/295 (20130101); F16D
13/52 (20130101); F16D 25/0638 (20130101); F04B
17/05 (20130101); F16D 27/115 (20130101); F04B
53/16 (20130101); F16D 21/06 (20130101); F16D
25/0635 (20130101); F16D 2500/70406 (20130101); F16D
2500/3024 (20130101); F16D 2500/1026 (20130101); F16D
2021/0661 (20130101); F16D 2021/0669 (20130101); F16D
2500/1022 (20130101); F16D 2500/10412 (20130101); F16D
2500/1045 (20130101); F16D 2048/0242 (20130101); F16D
2500/1024 (20130101) |
Current International
Class: |
F16D
25/06 (20060101); F04B 17/03 (20060101); F04B
1/29 (20060101); F04B 1/14 (20060101); F16D
25/12 (20060101); F16D 13/52 (20060101); F16D
48/06 (20060101); F04B 53/16 (20060101); F16D
27/115 (20060101); F16D 25/0638 (20060101); F16D
21/06 (20060101); F16D 25/02 (20060101); F16D
25/0635 (20060101); F04B 17/05 (20060101); F16D
48/02 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
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1530771 |
|
May 1969 |
|
DE |
|
3701912 |
|
Aug 1988 |
|
DE |
|
102005014633 |
|
Nov 2005 |
|
DE |
|
1338814 |
|
Aug 2003 |
|
EP |
|
Primary Examiner: Fluhart; Stacey A
Attorney, Agent or Firm: Volpe and Koenig, P.C.
Claims
The invention claimed is:
1. A clutch device for a drivetrain of a motor vehicle comprising a
pressure plate that is displaceable in an axial direction of the
clutch device, a clutch disk, and a counterpressure plate, the
pressure plate in a coupled position pressing a clutch disk against
the counterpressure plate that is connectable to a crankshaft of an
internal combustion engine, an actuator device having a
displaceable actuator piston, with a displacement position of the
actuator piston determining a position of the pressure plate, the
actuator piston for displacing the pressure plate allowing the
actuator device to be driven between the coupled position and a
decoupled position by a drive unit, the drive unit comprises two
pumps, with the pumps being received in a pump seat housing and the
pump seat housing being connected in a torque-proof fashion to the
counterpressure plate, the two pumps being circumferentially spaced
apart from each other.
2. The clutch device according to claim 1, wherein the pumps are
driven by a relative motion in reference to a housing component,
which is connected to the pump seat housing in a first operating
state.
3. The clutch device according to claim 2, wherein the housing
component in a second operating state is driven by another, second
drive unit.
4. The clutch device according to claim 1, wherein at least one
first pump of the two pumps comprises two fluid connections, with a
first fluid connection being connected to a slave cylinder
receiving the actuator piston and a second fluid connection being
connected to a fluid reservoir.
5. The clutch device according to claim 1, wherein at least one
first pump of the two pumps is embodied as an adjustable pump, with
a direction of conveyance being invertible independent from a drive
direction of the adjustable pump and with a conveyance volume
thereof being adjustable through zero, allowing a fluid pressure
influencing a displacement position of the actuator piston to be
controlled depending on a pump setting.
6. The clutch device according to claim 1, wherein the pump seat
housing is arranged coaxially in reference to a transmission input
shaft of a transmission, connected in a torque-proof fashion to the
clutch disk in an operating state of the clutch device.
7. The clutch device according to claim 1, wherein the pump seat
housing is arranged in the axial direction next to a clutch
housing, the clutch housing being connected torque-proof to the
counterpressure plate and the clutch housing encasing the pressure
plate and the clutch disk, with the clutch housing connecting the
counterpressure plate torque-proof to the pump seat housing.
8. A clutch device for a drivetrain of a motor vehicle comprising a
pressure plate that is displaceable in an axial direction of the
clutch device, a clutch disk, and a counterpressure plate, the
pressure plate in a coupled position pressing a clutch disk against
the counterpressure plate that is connectable to a crankshaft of an
internal combustion engine, an actuator device having a
displaceable actuator piston, with a displacement position of the
actuator piston determining a position of the pressure plate, the
actuator piston for displacing the pressure plate allowing the
actuator device to be driven between the coupled position and a
decoupled position by a drive unit, the drive unit comprises at
least one pump, with the at least one pump being received in a pump
seat housing and the pump seat housing being connected in a
torque-proof fashion to the counterpressure plate, wherein the at
least one pump is embodied as an adjustable pump, with a direction
of conveyance being invertible independent from a drive direction
of the pump and with a conveyance volume thereof being adjustable
through zero, allowing a fluid pressure influencing a displacement
position of the actuator piston to be controlled depending on a
pump setting, wherein the direction of conveyance and the volume
conveyed of at least one of the pump settings influencing the pump
is changeable by an actuator.
9. The clutch device according to claim 8, wherein the at least one
pump has a pressure control, which resets the at least one pump
into a neutral position when a certain fluid pressure has been
reached, predetermined by a control signal at the actuator and
applied at the actuator piston and a sensor piston, in said neutral
position the fluid pressure is kept constant.
10. The clutch device according to claim 8, wherein the actuator is
electromagnetically actuated.
Description
BACKGROUND
The invention relates to a clutch device (also called a modular
system comprising a clutch (friction clutch/friction coupling) and
clutch actuator) for a drivetrain of a motor vehicle, for example a
passenger vehicle, truck, bus, or an agricultural utility vehicle,
comprising a pressure plate displaceable in the axial direction of
the clutch device, with the pressure plate, in a coupled position
of the clutch device, pressing a clutch disk against a
counterpressure plate that can be connected to a crankshaft of an
internal combustion engine, and comprising an actuating device
having a displaceable actuating piston, with the displacement
position of the actuating piston determining the position of the
pressure plate and allowing that the actuating piston to be driven
by a drive unit of the actuating device between a coupled position
and a decoupled position in order to displace the pressure
plate.
Respective clutch devices/clutch systems are known from prior art.
For example, DE 10 2005 014 633 A1 discloses a clutch and a clutch
actuator as well as a method for actuating at least one clutch in a
drivetrain of a motor vehicle. The clutch actuator comprises an
electromotive actuating drive and a disengagement arrangement, by
which a rotary motion of the actuator drive can be converted into a
translational disengagement motion of a releasing device for moving
the clutch, with the releasing device (disengaging arrangement)
comprising a belt drive having an outer part and an inner part, and
the actuator drive being formed for the releasing device of an
electric motor, with the outer part of the belt drive being coupled
to the crankshaft of the internal combustion engine and the inner
part of the belt drive to the rotor of the electric motor.
However, clutch systems of prior art are preferably based on an
electromotive actuation, with the actuating energy required for
moving/adjusting the actuating piston being generated in an
electromotive fashion. Additionally, the clutch systems of prior
art comprises the actuator assembled from several individual
components, which are only completely combined by the initial
manufacturer (OEM/Original Equipment Manufacturer).
Furthermore, electronic clutches are also known, with small
electric motors being positioned in the clutch/clutch device, which
actuate the clutch via ramps and the booster function connected
thereto. For this electromotive generation of the actuating energy
however, initially relatively costly motors and their control
electronics are required. Furthermore, the energy for these motors
is initially taken via the alternator from the drivetrain, saved in
the battery, and then tapped from there. The energy required for
actuating the clutch is here initially converted expensively into
electric energy via the generators or external pumps in the
drivetrain. Here, major loss occurs and all components of this
chain must be sized appropriately large. Additionally, it may occur
that the motors are embodied too weak, due to the limited space
available. Although the motors may fit inside the clutch, however
in this dimension they are too weak for actuating. Accordingly, in
this context commonly a booster function with ramps is used in
order to generate the actuating force. However this may lead
perhaps to grabbing problems and the risk develops that the clutch
jams when the friction values become excessive. Additionally, these
so-called booster clutches, which tap energy from the drive train,
also show problems with cyclic nonconformity. Under certain
circumstances, this leads to instability of the clutch torque.
Furthermore these clutch systems have the disadvantage that they
are frequently only assembled at the customer (OEM), resulting in
potential errors during the assembly/the complete assembly being
relatively high. Even if all components were previously tested,
problems may still arise which can occur only during the assembly
with the other OEM-parts.
SUMMARY
The objective of the present invention is therefore to correct the
disadvantages known from prior art and to provide a clutch device
which on the one hand reduces the risk of assembly errors and on
the other hand ensures optimal energy utilization.
This is attained according to the invention in that the drive unit
comprises at least one pump, with said at least one pump being
received in a pump seat housing and the pump seat housing being
connected in a torque-proof fashion to the counterpressure
plate.
This way, a drive unit is provided, allowing the actuating energy
for actuating the clutch to be obtained directly from the
drivetrain/the internal combustion engine without any interposed
conversion into other forms of energy, for example electric energy.
The energy conversion required in electric systems and the
conversion loss connected thereto is avoided, here. This way, the
effectiveness of the clutch actuation is considerably increased.
The energy for actuating the clutch is tapped via the pump as
directly as possible at the drivetrain itself and fed to the
actuating piston of the slave cylinder in the clutch. Due to the
fact that the pump is additionally included in the actuating
device, a particularly compact and comprehensive clutch device
including the actuating device can be assembled. This way any later
assembly is considerably facilitated.
In the following additional advantageous embodiments are claimed in
the dependent claims and explained in greater detail.
According to another embodiment it is advantageous for at least a
pump to be embodied and arranged such that it can be driven by a
relative motion in reference to a housing component, which is
connected fixed in the housing in a first operating state, for
example when the internal combustion engine is turned on. This way
a particularly direct drive of the pump is possible.
In this context it is also advantageous when the housing component
can be driven via another, second drive unit in a second operating
state, for example when the internal combustion engine is shut off.
This way, a clutch operation can also be easily implemented in a
hybrid drive. In this case, the second drive unit is embodied as an
electric motor (E-motor).
Furthermore, it is advantageous when the pump seat housing is
arranged coaxially in reference to a transmission input shaft of a
transmission, in the operating state of the clutch device connected
in a torque-proof fashion to the clutch disk. This way a nested
arrangement of the pump seat housing including the pumps is
possible about the transmission input shaft. The pump seat housing
is also connected in a torque-proof fashion to a clutch body at the
drive side/motor side. This way on the one hand a particularly
compact arrangement of the pump/the actuating device is possible,
on the other hand the actuating device can be fastened/integrated
directly in the clutch housing of the clutch.
Furthermore it is advantageous when the pump seat housing is
arranged in the axial direction next to a clutch housing encasing
the pressure plate and the clutch disk and connected torque-proof
to the counterpressure plate, with the clutch housing preferably
connecting the counterpressure plate to the pump seat housing in a
torque-proof fashion. This way the assembly is further facilitated
because the pump seat housing can be connected easily to the clutch
housing.
It is further advantageous when the pump has two fluid connections,
with a first fluid connection being connected to a slave cylinder
receiving the actuating piston, and a second fluid connection being
connected to a fluid reservoir (with the clutch/clutch housing
rotating in the operating state). Depending on the clutch position
to be reached (engaged or disengaged position) this way additional
fluid pressure can be pumped into the slave cylinder or pumped out
of it.
It is also beneficial when at least one pump is embodied as an
adjustable pump, allowing its direction of flow, independent from
the drive direction of the pump (the drive direction of the pump is
equivalent to the direction of rotation in which the drum of the
pump is driven), to be inverted, and with its flow rate being
adjustable through zero (i.e. adjustable via a neutral setting of
the pump, in which the flow rate/stroke of the pump is zero
regardless of the rotation of the pump), allowing a fluid pressure
influencing the displacement position of the actuating piston to be
controlled depending on the pump setting (predetermining the
direction of conveyance). (Here the fluid pressure can be
controlled (electrically) via the target signal and is adjusted in
the pump via an equilibrium between the actuator force and the
sensor piston force). Here, at least three pump settings are given.
In addition to the above-mentioned neutral setting, there is at
least one first pump setting in which the stroke is adjusted such
that a pressurized fluid is conveyed from the first fluid
connection to the second fluid connection. In at least another,
second pump setting the conveyer stroke is adjusted such that the
pressurized fluid is then conveyed from the second fluid connection
to the first fluid connection. For example, at least one pump can
be embodied as an adjustable axial piston pump which has several
pump pistons positioned displaceable in a drum, with the pump
piston being arranged in the radial direction outside a central
pump drive shaft. The piston stroke of the axial piston pump can be
set by a swashplate, adjustable in its tilt. This way the pump can
be embodied in a particularly space-saving fashion.
When the direction of conveyance and the conveyed volume of the
pump setting influencing at least one pump can be changed by an
actuator, the pump setting can be implemented in a particularly
simple fashion.
The actuator device, adjustment of the volume of the pump conveyed,
is here beneficially embodied such that the actuator applies a
predetermined force/moment upon the adjustment and a pressure
sensor, which may be embodied as a sensor piston, applies a
force/moment upon the adjustment. By a suitable arrangement of the
actuator and the pressure sensor/sensor piston this way here
hydro-mechanical pressure control results.
In this context it is advantageous when at least one pump has a
pressure control, which resets a pump into a neutral position when
a certain fluid pressure is reached, predetermined by a control
signal in the actuator and applied at the actuating piston and a
sensor piston, in which the neutral setting of the fluid pressure
is kept constant (since the volume flow is zero, independent from
the pump speed).
The supply of energy and the signal for the actuator (the target
pressure signal) are here transmitted to the rotary clutch system
preferably in a touchless fashion (e.g., inductively).
If furthermore the actuator can be operated inductively, for
example via a coil system, the piston stroke of at least one pump
can be adjusted individually and additionally space can be
saved.
If the pump drive shaft of the pump is arranged/aligned essentially
parallel in reference to the rotary axis of the clutch, the
actuating device and its pump are arranged in an even more
space-saving fashion.
If the pump drive shaft is further connected to a sprocket in a
torque-proof fashion, which sprocket engages a countergear fixed at
the transmission housing, here a cost-effective transmission unit
can be implemented by which during operation, i.e. when the
internal combustion engine is active and the clutch housing
rotates, the pump can be permanently driven. This way a
particularly stable connection can be implemented.
If the pump pistons are further connected to a swashplate,
adjusting the stroke of the pump during operation, the pump can be
used in a versatile fashion. On the one hand it can be switched for
a quick coupling, for example in the pressure-impinged condition,
as well as for rapid decoupling, for example during pressure
reduction, into a disengaged position. This way the cycle times are
further improved/shortened.
It is also advantageous if the clutch device is embodied as a
double clutch, with one each of two partial clutches of the double
clutch comprising an actuating device. This way, a double clutch
can also be embodied in a particularly space-saving fashion.
In other words, this way a clutch device embodied as a single or a
double clutch can be implemented, in which the actuating energy is
tapped from the drivetrain. Here, an actuator is provided for a
clutch, in which the energy is essentially tapped from the
drivetrain itself. For this purpose, a pump is provided, which is
actuated by a relative motion of the pump in reference to the
component fixed at the housing/transmission housing, and this way
pressure is generated in a hydraulic circuit/fluid circuit. The
relative motion can be achieved by providing the pump in a housing
also rotating, and by gears engaging a sprocket fixed at the
housing. This way, a relative rotary motion can be generated in the
pump. In one preferred embodiment this represents an axial piston
pump (however other pumps are also possible). By the relative
motion the pump is rotated in reference to an inclined plane
(swashplate) and this way it can generate a pressure in the
hydraulic circuit as a function of the inclined position of the
plane/swashplate. Furthermore, an actuator is provided which acts
upon the plane and influences its inclined position. For this
purpose, the actuator can be wirelessly supplied with energy. The
control electronic for this actuator is here fixed at the housing
and via the controls of the actuator it determines the relative
position of the inclined plane. This way, in the hydraulic circuit
both a pressure as well as a vacuum can be generated. At the end of
the inclined plane opposite the actuator advantageously also a
sensing piston/sensor piston is arranged, which is connected to the
high-pressure output of the pump. Depending on the position of the
actuator the position of the inclined plane is predetermined,
according to which a pressure is then adjusted in the hydraulic
circuit by the sensing piston, which is yielded by the pump. This
represents a pressure control. The actuator and the sensor piston
each act with a force upon the swashplate. The position of the
swashplate results from the force difference between the actuator
and the sensor piston. If the forces are equivalent, the swashplate
is in balance and the volume flow is 0. When the actuator force is
altered, the swashplate yields to the greater force, so that the
pump conveys until the balance of force has been reestablished. The
pressure is therefore predetermined by the actuator, causing the
actuator to act upon the plane and being adjusted by the sensor
piston/sensing piston. In case of leakage, then the fluid is
resupplied from the reservoir. The actuator can be used both for a
single clutch as well as a double clutch. For this purpose, the
clutch comprises a pump, a slave cylinder, and a reservoir/fluid
storage space. In a hybrid drive the pump is coupled to the
electric machine. In a further development the reservoir comprises
a volume compensation device.
BRIEF DESCRIPTION OF THE DRAWINGS
In the following the invention is explained in greater detail based
on figures, with several embodiments being shown.
Shown are:
FIG. 1 an isometric illustration of a clutch device according to
the invention according to a first embodiment, with the clutch
device being shown from the outside and particularly the
arrangement of the pump seat housing of the actuator device being
discernible at the clutch housing,
FIG. 2 an isometric longitudinal cross-section of the clutch device
already illustrated in FIG. 1, with the clutch device being
embodied as a double clutch and the inner structure of the clutch
device being clearly discernible, and with the actuating device
having two pumps arranged distributed about the circumference,
FIG. 3 a cross-sectional detail of the clutch device already shown
in FIGS. 1 and 2, with the cross-section also representing a
longitudinal section, with particularly the pumps not being
sectional, and with the pump drive shafts, swashplates, and gears
being shown in their three-dimensional extension,
FIG. 4 an isometric longitudinal cross-section of a clutch device
according to the invention based on another, second embodiment,
with the sprockets of the pump, unlike in FIGS. 1 to 3, not
engaging an external gear of a part fixed to the housing, but
engaging an internal gear of an annular gear fixed at the
housing,
FIG. 5 an isometric illustration of a pump housing divided by a
longitudinal cross-section as used in the clutch device according
to one of the embodiments shown in FIGS. 1 to 4, with particularly
in the area around the swashplate being shown around one of the
pumps, and the arrangement of the fluid reservoirs being
discernible,
FIG. 6 an isometric illustration of a pump including the
swashplate, actuator, as well as sensor pistons, with particularly
the arrangement between the actuator and the sensor piston as well
as the pump piston of the pump being illustrated,
FIG. 7 an isometric illustration of the undivided pump seat housing
(similar to FIG. 5), supporting the two pumps, with particularly
the arrangement of the two pumps being shown in reference to each
other about the circumference of the pump seat housing,
FIG. 8 an isometric illustration of another embodiment of an
actuator device of a clutch device according to the invention, with
particularly the actuator as well as the swashplate of the pump
being embodied slightly differently than the one in FIGS. 1 to
7,
FIG. 9 a schematic diagram of a clutch device according to the
invention, with particularly the functionality of one of the pumps
of the actuating device as well as the installation position of the
clutch device in the drivetrain of a motor vehicle being
discernible,
FIG. 10 a schematic diagram according to FIG. 9, with here another
embodiment of the actuator being shown, with the swashplate being
directly adjustable by an inductive field,
FIG. 11 a schematic cross-sectional illustration of a sectioned
actuating device of a clutch device according to the invention
based on another embodiment, with in this case the pumps being
embodied such that they are arranged stacked concentrically in
reference to each other about the transmission input shaft,
FIG. 12 a schematic illustration of an actuator device of the
clutch device according to the invention based on another
embodiment, with the tipping axis of the swashplate being arranged
outside the center of the pump/eccentric in reference to the pump,
and allowing to waive an additional sensor piston, because the
piston forces of the pump act directly upon the swashplate, and
FIG. 13 a longitudinal cross-sectional illustration of another
embodiment of a clutch device according to the invention, with here
the double clutch being embodied as a multi-disk double clutch.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
The figures are merely of a schematic nature and only serve for
understanding the invention. Identical elements are marked with the
same reference characters.
FIGS. 1 to 13 show generally different embodiments of the clutch
device 1 according to the invention. These clutch devices 1 shown
are always intended for the use in a drivetrain 2 (particularly
clearly discernible in FIG. 9) of a motor vehicle, such as a
passenger car, truck, bus, or agricultural utility vehicle. Here
the clutch device 1 serves commonly as a detachable connection
element for the optional transmission of torque from a crankshaft 6
of an internal combustion engine 3, such as a gasoline or a diesel
engine, to a transmission 4, which transmission then is further
connected to one or more wheels 5 of the motor vehicle.
Furthermore, the clutch device 1 has essentially at least two
partial sections. On the one end, the clutch device 1 has a clutch
section (first partial section), in which the parts transmitting
the torque are located, which clutch portion hereinafter being
called clutch 8. On the other hand, the clutch device 1 comprises
an actuator section, in which the position of the elements
controlling the clutch are included, which actuating section
hereinafter being called actuating device 9.
The clutch 8 embodied as a friction clutch is essentially designed
and operating as the clutch known from DE 10 2005 014 633 A1, which
shall be considered incorporated herein. The friction clutch/clutch
8 comprises a pressure plate 12, displaceable in the axial
direction (along the rotary axis of the clutch) of the clutch
device 1, with the pressure plate 12 pre-stressing a clutch disk 11
against a counterpressure plate 10 in a coupled state of the clutch
device 1 such that the clutch disk 11 is connected in a
torque-proof fashion to the counterpressure plate 10. In the
uncoupled state however the pressure plate 12 is not pre-stressed
against the clutch disk 11, so that the torque is not transmitted
by the counterpressure plate 10 to the clutch disk 11. As clearly
discernible in FIGS. 1 to 4, the counterpressure plate 10 is
embodied as a housing lid 10. The clutch disk 11 as well as the
pressure plate 12, displaceable in the axial direction of the
clutch device 1, is displaceable in reference to the housing
lid/counterpressure plate 10.
The actuating device 9 further included in the clutch device 1 has
an actuating piston 13, also displaceable in the axial direction,
with the displaced position of the actuating piston 13 determining
the position of the pressure plate 12 and allowing the actuating
piston 13, in order to displace the pressure plate 12 between the
coupled position and the uncoupled position, being driven by a
drive unit of the actuating device 9. Here, the drive unit 14
comprises a pump 15, with the pump 15 being embodied and arranged
such that it allows an operating state of the clutch device 1 to be
driven by a relative motion in reference to a housing part 16,
allowing the position of the actuating position 13 to be modified
as a function of a fluid pressure controlled by the pump 15. The
housing part 16 is in a first operating state, in which the
internal combustion engine 3 is switched on and the crankshaft 6
rotates, connected fixed to the housing, for example fixed to the
housing of the transmission (directly to the housing of the
transmission itself). In a second operating state, in which the
internal combustion engine 3 is switched off and the crankshaft 6
is not rotating/is stationary, the housing part 16 can be/is driven
by another, second drive unit. This second drive unit in turn is
embodied as an electric motor, for example.
FIGS. 1 to 3 show a first embodiment of the clutch device 1
according to the invention. The clutch device 1 comprises a modular
structure, with the components of the clutch 8 (hereinafter also
called friction clutch 8) as well as the components of the
actuating device 9 being designed in a modular fashion, i.e.
integrated inside each other. The friction clutch 8 is here
embodied as a double clutch as well as dry-running. Alternatively,
the friction clutch 8 can however also be embodied as a wet-running
double clutch 8 and/or a single clutch.
In addition to a first clutch part, which essentially comprises the
counterpressure plate 10 (hereinafter also called housing lid or
first counterpressure plate 10), the clutch disk 11, hereinafter
called the first clutch disk 11, as well as the pressure plate 12,
hereinafter called first pressure plate 12, the friction clutch 8
also has a second clutch part, which also has a clutch disk,
hereinafter called second clutch disk 17, a pressure plate,
hereinafter called second pressure plate 18, as well as a
counterpressure plate, hereinafter called second counterpressure
plate 26. The first clutch disk 11 is connected in a torque-proof
fashion to a first transmission input shaft 7 in the operating
state of the clutch device 1, the second clutch disk 17 is
connected in a torque-proof fashion to a second transmission input
shaft 19 in the operating state of the clutch device 1. In order to
bring into contact the first clutch disk 11 to the housing lid 10
in a friction-fitting fashion, a first displacement element 20 is
provided embodied as a pressure pad. This first displacement
element 20 is movable and can be pressed against the first pressure
plate 12 such that the first pressure plate 12 is pressed in the
coupled position in turn against the first clutch disk 11 and that
it is then pressed against the housing lid 10. This way, the first
clutch disk 11 as well as the first transmission input shaft 7
connected thereto in a torque-proof fashion can be connected to the
housing lid 10 in order to transmit torque. The housing lid 10 in
turn is connected torque-proof to the crankshaft 6 of the internal
combustion engine 3 during operation/in the operating states.
The second counterpressure plate 26 of the second clutch part is
also connected to the housing lid 10 and thus to the crankshaft 6
in a torque-proof fashion. The second pressure plate 18 is here
displaceable, together with the second clutch disk 17, in the axial
direction in reference to the second counterpressure plate 26. The
position of the second pressure plate 18 is again adjustable by a
second displacement element 22 embodied as a pressure pad. The
second clutch disk 17 is in turn pre-stressed/pressed against the
second counterpressure plate 26 in the coupled state of the second
clutch part, so that a rotary connection develops of the second
counterpressure plate 26 with the second clutch disk 17. The first
and second clutch part are furthermore surrounded/encased/covered
by a common clutch housing 23, said clutch housing 23 in turn being
connected torque-proof to the housing lid 10 and the second
counterpressure plate 26. The clutch housing 23 together with the
housing lid 10 encase the two clutch parts of the friction clutch
8.
Furthermore, a slave cylinder 24 is connected to the housing lid 10
(torque-proof) at a radial inner ring of the clutch housing 23.
This slave cylinder 24 already represents a part of the actuating
device 9 and comprises a cylindrical housing 25, in which two
actuating pistons 13, 27, hereinafter called first actuating piston
13 and second actuating piston 27, are guided displaceably in the
axial direction. The first actuating piston 13 of the slave
cylinder 24 acts directly with a section upon the first
displacement element 20 and is motionally coupled thereto, the
second actuating piston 27 of the slave cylinder 24 with a section
directly cooperates with the second displacement element 22, and is
motionally coupled thereto. This way, in case of an axial
displacement/change of the displacement position of the respective
actuating piston 13, 27 inside the housing 25 here also a
displacement/change of the position of the respective displacement
element 20 and 22 and the pressure plate 12, 18 occurs. The two
actuating pistons 13 and 27 are embodied as cylindrical pistons,
arranged coaxially in reference to each other (see FIG. 2).
Alternatively, the two actuating pistons 13 and 27 may also be
embodied as plungers.
The first actuating piston 13 encloses with the housing 25 a first
pressure chamber 28, the second actuating piston 27 encloses with
the housing 25 a second pressure chamber 29. The first pressure
chamber 28 is connected hydraulically to the pump 15, hereinafter
called first pump 15. The second pressure chamber 29 of the second
actuating piston 27 is hydraulically connected to the second pump
30.
The first and the second pump 15 and 30 are here designed
identically, and embodied as adjustable, hydraulic axial piston
pumps/swashplate pumps, with their piston stroke being adjustable.
The first as well as the second pump 15 and 30 are here arranged
along the perimeter of the rotary axis of the clutch, preferably
offset by approximately 180.degree. and held in a common pump seat
housing 31. The pump seat housing 31 is essentially designed in a
hollow-cylindrical fashion and arranged coaxially around the two
transmission input shafts 7 and 19. The pump seat housing 31 is
connected in a torque-proof fashion to the clutch housing 23 as
well as the housing lid 10. In a rotating housing lid 10 therefore
the pump seat housing 31 is also driven and rotates including the
two pumps 15 and 30 about the axis of rotation of the clutch. By
rotating the pump seat housing 31 in reference to the housing part
16 the pumps 15 and 30 are driven.
The two pumps 15 and 30, particularly their arrangement in the pump
seat housing 31, are shown clearly in FIG. 7. The pumps 15, 30
respectively comprise one or more, here three (alternatively also
five or six) pump pistons 32, which are supported displaceable in
the axial direction inside a drum 33/pump drum/revolver of the pump
15 or 30. With an end section the respective pump pistons 32 are
supported in a swashplate 34 (via slide shoes), adjustable in its
tilt, with the pump pistons 32 including the drums 33 being
supported rotationally in reference to the swashplate 34. The
swashplate 34 per se is aligned diagonally/perpendicular in
reference to the axis of rotation of the drum 33 and adjustable in
its diagonal position. This way the piston stroke of the pump
pistons 32 is also adjustable. The swashplate 35 is further
supported rotationally via two sliding knuckles 35, forming a
swivel axis. The sliding knuckles 35 are supported inside the pump
seat housing 31 such that the swashplate 34 can rotate/tilt about
the swivel axis; however the sliding knuckles 35 per se remain
fixed in their position in the axial direction.
The design of the first pump 15, particularly its swashplate 34, is
particularly clearly discernible in FIGS. 5 and 6. The second pump
30 is designed like the pump 15, therefore the features of the
first pump 15 explained in greater detail in the following also
apply to the second pump 30. An actuator 36 is provided for
adjusting the incline of the swashplate 34, which is arranged at a
first end section of the swashplate 34. A tappet 37 of the actuator
36 contacts the first end section of the swashplate 34 and is
supported in a back-and-forth displaceable fashion parallel in
reference to the longitudinal axis of the pump drum 33. At a second
end section of the swashplate 37, which second end section is
located at a different side of the swivel axis formed by the
sliding knuckles 35 than the first end section, a sensor piston 38
is arranged and contacts the swashplate 34. In the following, the
sensor piston 38 is also described in greater detail in connection
with FIG. 9. Furthermore, a pump drive shaft 39 projects in the
axial direction (along the longitudinal axis of the drum 33) from
the first pump 15 towards the side of the swashplate 34. This pump
drive shaft 39 penetrates the swashplate 34 and is guided through a
penetrating hole of the swashplate 34. The pump drive shaft 39
comprises a gear 40 at a side of the swashplate 34, facing away
from the drum 33. The gear 40 is embodied as a straight toothed
sprocket 40. This sprocket 40 in turn engages a toothed section 41
of the housing part 16, which housing part 16 being embodied
essentially like a sheath. The toothed section 41 is embodied as
external gears. By rotating the pump seat housing 31 in reference
to the housing part 16 the respective sprockets 40, 41 engage each
other, ultimately driving the pumps 15, 30. The direction of
rotation of the pump drum 33, also called drive direction of the
pump, is here also predetermined by the direction of rotation of
the gear 40 and thus indirectly by the direction of rotation of the
counterpressure plate 10/26.
As discernible in FIG. 4 in the context with another embodiment of
the clutch device 1 according to the invention, the housing part 16
can also be essentially embodied as an annular sprocket, with its
gears 41 being internal gears, and which internal gears in turn
being engaged by the sprocket 40. Such internal gears allow a
particularly skillful trajectory of the pistons. The remaining
design of the actuating device 9 and the friction clutch 8 are
embodied equivalent to the first embodiment. Here the pumps are
driven by the relative rotation of the pump seat housing 31
including the pumps 15, 30 in reference to the (fixed) housing part
15 during operation of the internal combustion engine 3.
The fluid-guiding connection between the respective pump 15, 30 and
the slave cylinder 24 to control the displacement position of the
first and the second actuating piston 13 and 27 is clearly
discernible in connection with FIG. 9. FIG. 9, having a schematic
diagram, illustrates for reasons of clarity only the circuit of the
first pump 15 with the first clutch part. The second pump 30, shown
above in FIGS. 1 to 3, is however operating and designed for the
second clutch part identical to those of the first pump 15.
The first pump 15 comprises a first and a second fluid connection
42, 44. The first fluid connection 42 of the first pump 15 is
hydraulically connected to a pressure line 43, which pressure line
43 is further hydraulically connected to the first pressure chamber
28. A second fluid connection 44 of the first pump 15 is
hydraulically connected to a fluid storage space 45/reservoir. Each
of the two fluid connections 42, 44 is connected to a chamber of
the first pump 15, which chambers form suction/or pressure
chambers, depending on the setting of the swashplate 34. The fluid
reservoir 45 is provided with a volume compensation device in the
form of bellows or a gas-filled membrane.
In the first clutch part of the clutch device 1 shown in FIG. 9 the
actuating device 9 is embodied such that it represents a clutch
normally disengaged. FIG. 9 shows the decoupled state. If the first
pressure plate 12 of the first clutch part shall be displaced by
the first actuating piston 13 into a coupled position, the
swashplate 34 must be pivoted in a first tilting direction (via the
actuator 36) such that the pump piston 32 conveys pressure fluid
into the pressure line 43 and thus impinges the pressure line 43
with a (first) pressure. During the increase of pressure in the
pressure line 43 here a pressure fluid is conveyed from the
reservoir 45 into the pressure line 43 such that here a (first)
pressure is generated and the first actuating piston 13 is
pressed/pre-stressed against the first pressure plate 12.
In order to open the clutch 8 again, the swashplate 34 must be
tilted in a second tilting direction, opposite the first tilting
direction, such that pressure fluid is conveyed out of the pressure
line 43 into the fluid reservoir 45. This way, the pressure is
reduced in the pressure line 43 and upon a certain second pressure
being reached (second pressure being lower than the first pressure)
the first actuating piston 13 is moved away from the first pressure
plate 12. This way the first clutch part is opened. If the (first)
pressure in the pressure line 43 is kept essentially even/constant,
the swashplate 34 must be kept essentially in a horizontal
position, i.e. aligned essentially perpendicular in reference to
the axis of rotation of the drum 33 so that the fluid volume
contained inside the pressure line 43 remains constant and the
first actuating piston 13 remains pressed against the first
displacement element 20 with an even pre-stressing force.
As further discernible from FIG. 9, the sensor piston 38/sensing
piston is connected hydraulically to the pressure line 43, with the
piston being supported at the second end section of the swivel-like
supported swashplate 34. Due to the fact that the respective pump
15, 30 is embodied as an adjustable pump, its direction of
conveyance can be reversed and the fluid pressure influencing the
displacement position of the actuating piston 13, 27 can be
controlled depending on the pump setting. The pump setting
influencing the direction of conveyance of at least one pump 15, 30
can be changed by the actuator 36. The sensor piston 38 is here
embodied and connected to the pressure line 43 such that, when
after an appropriate motion of the tappet 37 (by a change of the
exciting force) of the actuator 36 the pressure increases in the
pressure line 43, the sensor piston 38 deploys due to the increased
pressure (first pump position). At a certain (first) pressure in
the pressure line 43, accordingly a horizontal readjustment (back
into the neutral position/into the zero position) of the swashplate
34 occurs by the sensor piston 38. If after another appropriate
motion of the tappet 37 (by a change of the exciting force) of the
actuator 36 the pressure in the pressure line 43 is reduced (in a
second pump position), the sensor piston 38 retracts due to the
pressure changing in the pressure line 43 so that in case of a
certain (first) pressure in the pressure line 43 again a horizontal
readjustment (neutral position/into the zero position) of the
swashplate 34 occurs by the sensor piston 38. This way a pressure
control is implemented and the respective actuating pistons 13, 27
are accordingly adjustable. The neutral position of the swashplate
34 is preferably supported by a return spring, with the return
spring impacting a swashplate 34 such that the swashplate 34 being
supported with a certain spring force in the neutral position. The
pumps 25, 30 are therefore (in the two pump settings) each
adjustable through zero, with the pump setting adjusting the
direction of conveyance/conveyance stroke being adjustable by the
position/setting/incline of the swashplate 34.
The sensor piston 38 is here connected via a branching/side channel
to the pressure line 43. In this branching, preferably a throttle
is provided/integrated between the pressure line 43 and the sensor
piston 38, which serves as a damper element for the pressure
fluctuations generated during operation by the pump piston 32.
The actuator 36 is preferably embodied as an electromotive
actuator, which can be driven via an inductive coil system. For
this purpose, a receiver coil 46 is provided inside the pump seat
housing 31 as well as a transmitter coil 47 outside the pump seat
housing 31. The transmitter coil 47 drives via an inductive field
the receiver coil 46.
In the context with FIG. 8 another exemplary embodiment is shown
and illustrates an alternative embodiment of the actuator 36 via a
voice coil, similar to the drive of hard drive arms. The drive
comprises a stationary part 48 and a moving part 49, with the
moving part 49 in turn being embodied integral with the swashplate
34. Depending on the embodiment, at least one of the two parts is a
coil set, the other one then represents one or more magnets or also
a coil set.
Furthermore it is possible, as shown in connection with FIG. 10, to
directly provide/fasten the receiver coil 46 at the first end
section of the swashplate 34 in order to move the swashplate 34
directly via an inductive force.
As discernible in connection with FIG. 11, the two (first and
second) pumps 15 and 30, particularly their drums 33, can be
embodied differently according to another embodiment. In this
embodiment the drums 33 of the first and second pumps 15 and 30 are
coaxial, arranged outside from one another, instead of being offset
along the perimeters, as shown in the previous embodiments.
Furthermore it is also possible to arrange the sliding knuckles 35
of the swashplate 34 such that the pivotal axis of the swashplate
34 is arranged eccentrically in reference to the drum 33 and its
longitudinal axis, as discernible in connection with FIG. 12. The
longitudinal axis of the drum 33 and the pivotal axis of the
swashplate pass each other at a distance and abstain from
intersecting.
Additionally, it is possible to embody the friction clutch 6 as a
multi-disk clutch as well, as shown in FIG. 13. The respective
clutch disks 11, 17 are then each embodied as a type of disk
carrier, comprising several plate-shaped clutch disks. The
counterpressure plates 10, 26 in turn can be embodied as external
carriers and preferably also show several disks, which cooperate
with a pressure plate 12, 18 and can be connected thereto in a
friction-fitting fashion. In order to operate each of the two
clutch parts, again the actuating pistons 13, 27 and the
displacement elements 20, 22 are provided.
The control electronic for this actuator 36 is fixed at the housing
and via the control of the actuator it determines the relative
position of the inclined plane.
Furthermore it is also possible to provide a compensation piston to
compensate centrifugal forces, which is arranged along the
circumference of the clutch 8 opposite in reference to the pump 15,
30. A connection of the pump would then be given at the piston, the
other one at the compensation piston and at the reservoir 45.
In other words, by the clutch device 1 according to the invention a
fully-integrated module is implemented comprising a clutch 8,
actuator/operating device 9, and perhaps cooling. Here, one or two
adjustment pumps (first and/or second pump 15, 30) are installed
for actuating in the clutch 8/the clutch device 1, depending on the
embodiment as an individual clutch or a double clutch. Installed in
the clutch device 1 are: the pump 15/20 as a transmitter, an
annular piston (actuating piston 13/27) and/or several plungers
(actuating pistons 13/27) as receiver, a reservoir (fluid storage
space 45), and an element for controlling the adjustment pump
15/30.
The pump 15, 30 is therefore integrated in the clutch module 1
together with the slave cylinder 24 and the reservoir 45. The
module 1 may be embodied as a double clutch with two pumps 15, 30.
The pump 15, 30 may be embodied as an adjustment pump. The
adjustment device is respectively addressed via one control
actuator 36. The adjustment device may be embodied with or without
load return. The adjustment pumps 15, 30 may be realized in
different displacement principles. Named as possible examples are
here axial and radial piston machines as well as vane motors.
The pump 15, 30 is driven by the rotation of the clutch 8 (relative
motion of the clutch in reference to the transmission
housing/housing). The support of the pump drive occurs normally via
the non-rotating elements, which are connected torque-proof to the
housing parts. In case of a hybrid drive it is necessary, though,
to allow driving the pumps also when the internal combustion engine
is not operating. This is possible when the support of the pump
drive is coupled to the E-machine of the drive. The clutch 8 is
preferably operated directly, normally open/normally disengaged.
Other embodiments of the clutch (lever operated, normally closed, .
. . ) are generally possible as well. Furthermore, a combination of
the rotating actuator 36 is possible both with a so-called
dry-clutch system as well as a so-called wet-clutch system. Both
pumps 15, 30 are located on the almost identical diameter of the
pump seat housing 31 with their outlets/first fluid connections 42
on the diameter of the respective actuating piston 13, 27 of the
slave cylinder 24 in order to reduce the influences of centrifugal
forces upon the pressurized fluid.
Alternatively, the reservoir 45 can be connected to the
compensation piston, in order to this way reduce the influence of
centrifugal forces. Here, the pumps 15, 30 no longer need to rest
on the same radius as the slave piston/actuator pistons 13, 27. The
determination of the pressure at the displacement pistons is
beneficially performed as a determination of the pressure
difference using pressure difference--sensor pistons between the
reservoir 45 and the pressure chamber. This way, the effects of the
centrifugal forces are not acting, which result from the
hydrostatic pressure in the reservoir 45. The control force may be
generated inside or outside the module 1. It is particularly
advantageous to generate the control force with electromagnetic
transmitters, which are located in the clutch module 1. The current
required is transmitted wirelessly via coils into the clutch device
1.
As an alternative to the direct transmission of the signals via the
airgap, the actuating energy can also be generated from the motor
rotation in a generator. Here the control occurs via the exciter
current in the stator of the generator transmitter. Here, the
rotation of the clutch 8 must be considered during the control
process.
The (difference) pressure sensors, together with the centrifugal
force, result in a pressure control with P-characteristics.
Overall, here a pressure control of the clutch 8 results via the
control force/the control signal.
In order to prevent a closed clutch 8 after an unexpected motor
stop, a defined, small blind (mini-blind) may be installed from the
pressure chamber to the reservoir 45.
FIG. 1 shows the rotating part of the H-clutch module/the clutch
device 1 as well as the stationary gears 41, which are fastened at
the housing/transmission housing and/or the clutch bell. The module
1 can be roughly divided into a clutch area and a hydraulic
part/actuating part. The interfaces of the module 1 are the spline
to the two-weight flywheel and/or motor, the bearing 52 by which
the clutch 8 is supported at the housing, the two transmission
input shafts 7, 19, and the stationary gears 41, as well as the
energy transmission. The transmission of energy is not shown, here.
It seems beneficial, since only a control power and not the
actuating energy needs to be transmitted, to transmit the control
power via a touchless technology using coils.
FIG. 2 shows a cross-section through the module 1. The design is
here explained from the left to the right. The clutch 8 is
connected via the spline 53 to the two-weight flywheel. A pilot
bearing 54 is located at the end of the transmission input shaft 1.
Both clutch parts/partial clutches are directly operated and thus
normally open. The pressure plates 12, 18 of the two partial
clutches are connected via pressure pads 20, 22 to their respective
master piston/actuator piston 13, 27 of the CSC (Central Clutch
Cylinder)/slave cylinder 24. The CSC 24 is similar to a normal,
stationary CSC 24. Here, no bearing is located between the annular
piston 13, 27 of the CSC 24 and the pressure pads 20, 22, because
the CSC 24 rotates as well. This reduces the drag torque. The
primary bearing 52 is located between the clutch 8/clutch area and
the hydraulic/pump seat housing 31, because this position is near
the center of gravity. Unlike in clutches 8 operated from the
outside, this bearing 54 is not subject to axial forces. The
diameter of the stationary bearing ring can be enlarged in order to
allow plugging on the entire module 1.
The pumps 15, 30 to actuate the partial clutches are provided in a
common housing, the pump seat housing 31. Each partial clutch has
its own pump 15, 30. The pumps 15, 30 are here embodied as
adjustable piston pumps with a revolver 33 and a piston 32. The
transmission of the pump 15, 30 is here changed via a swashplate
34, and the effective direction is inverted as well. The pumps 15,
30 are each connected to a reservoir 45 and a CSC 24. This way the
fluid can by pumped back and forth between the CSC 24 and the
reservoir 45. The drive of the pump revolver 33 occurs via a
sprocket 40 at the pump shaft/pump drive shaft 39, which engages a
fixed sprocket 40.
FIG. 3 shows the same view as FIG. 2, with here some parts of the
pump arrangement being removed from the cross-section. In the upper
pump 15, 30 the sensor piston 38 is discernible, which is impinged
with the clutch pressure and this way engages the incline of the
swashplate 34 in a controlling fashion. In the lower pump 15, 30
the actuator 36 is displayed, with its control force adjusting the
pump pressure and thus the clutch torque.
FIG. 4 shows as an alternative the same arrangement with an
internal gear at the housing/housing part 16. By the embodiment as
an internal gear the travel path of the piston 32 changes such that
the resulting movement is exposed to less centrifugal force. As
another potential embodiment, here the coupling via a belt drive is
also possible.
FIG. 5 shows the pump unit of a partial clutch in a cross-section.
Here, both partial clutches may show a common or separate
reservoirs 45. The reservoir 45 shall be equipped in any case with
a measure for pressure compensation, which changes the volume
contained therein upon actuation. Potential devices used here are
e.g., bellows, gas volumes (optionally separated via a
membrane).
The piston pump 15, 30 shown here comprises three cylinders/pump
cylinders and pump pistons 32. In practice, an embodiment with more
cylinders (five or six) is probably more beneficial, because here
both pressure fluctuations as well as the variation of the tipping
moment upon the swashplate (60) are reduced. Here, sensor pistons
38 and control actuators 36 are embodied on opposite sides/end
sections of the swashplate 34. This facilitates the compensation of
the swashplate 34 with regards to axial excitation and centrifugal
forces.
The swashplate 34 is supported pivotally in the center (slide
bearing knuckle 35). This position minimizes the vibrations of the
tilting moment generated by the piston 32.
FIG. 6 shows a pump module without a housing 31. The actuator 36 is
here similar to the magnetic coils of conventional valves.
FIG. 7 shows the position of both pumps 15, 30 in reference to each
other. In order to keep the entire unit in a balanced state, the
pump reservoir 33, control cylinder, actuator 36, and reservoir 45
of the double clutch are arranged symmetrically about the
transmission shaft 7, 19. Here, the pumps 15, 30 are rotated in a
slightly different way so that the outlet of each pump 15, 30 is
located on the central radius of the corresponding CSC 24.
FIG. 8 shows an alternative actuator via voice coil, similar to the
drive of hard drive arms. The drive comprises a stationary part 48
and a moving part 49. Depending on the embodiment, at least one of
the two parts represents a coil set, the other one then one or more
magnets or also a coil set.
FIG. 9 shows a schematic diagram using an individual clutch as the
example. The drivetrain 2 comprises a motor/internal combustion
engine 3, clutch device 1, transmission 4, and wheel 5. The energy
is transmitted from the motor 3 via the crankshaft 6 into the
clutch 8. Here, the connection between the disk/clutch disk 11 and
the pressure plate 12 and the central plate/counterpressure plate
10 can be closed in order to connect the motor 3 to the
transmission 4. The pressure plate 12 is actuated by an annular
piston 13 via a pressure pad 20. The pressure upon the piston 13 is
provided by an adjustment pump 15, able to invert the direction.
The adjustment pump 15 is driven by sprockets 40 engaging a fixed
gear 41. The transmission of the adjustment pump 15 is controlled
via a sensor piston 38, which is impinged with the clutch pressure
and a control actuator 36. The control actuator 36 obtains its
power via a wireless coil connection (46, 47) from a control
device. A damper may be installed in the supply line of the control
piston 38.
FIG. 10 shows the option without an actuator at the clutch
providing the control force directly from the outside upon the
swashplate 34.
The force is transmitted from the transmission coil 47 to a
receiver coil 46 or a magnet. Depending on the arrangement, the
receiver moves here axially or radially (axially: shows the
advantage that any rotary imbalances are irrelevant; radially: here
the force can be transmitted via the eddy brake or by the
generator. This shows the advantage of even lower energy
consumption. However, the control expense is greater, because here
the speed must be considered.)
Due to the fact that the pumps 15, 30 obtain their energy from the
drivetrain 2, the clutch 8 can be closed in the configuration shown
here only when it is rotating as well. This can be overcome via
freewheels, each of which utilizing the greater difference between
the clutch 8 and the housing 16 or the clutch 8 and the electric
motor in order to operate the pump 15.
FIG. 11 shows an alternative embodiment of the piston pump 15.
Here, the pistons travel directly in the pump housing about the
shaft. The pump housing/pump seat housing 31 serves therefore
simultaneously as the revolver 33 of both pumps 15, 30. The pumps
15, 30 are radially stacked such that the pistons 32 are located on
the same radius as the corresponding CSC 24.
FIG. 12 shows a potential arrangement of the swashplate 34. In this
case the tipping point of the swashplate 34 is eccentric.
Accordingly, the force otherwise generated by the sensor piston 38
results here from the normal pistons 32. Here, only the control
actuator 36 is required. In this arrangement the slightly greater
fluctuation of the tipping moment upon the swashplate 34 is
disadvantageous.
FIG. 13 shows an embodiment as a wet double clutch. The clutch 8 is
radially stacked in this example. In the embodiment with a wet
double clutch no closed reservoir 45 is required, but the pumps 15,
30 can be connected to the cooling oil circuit. Preferably then the
reservoir 45 can be completely waived or the reservoir 45 can be
open inwardly in the radial direction.
LIST OF REFERENCE CHARACTERS
1, 1' Clutch device 2 Drive train 3 Internal combustion engine 4
Transmission 5 Wheel 6 Crankshaft 7 Transmission input shaft/first
transmission input shaft 8 Clutch/Friction clutch 9 Actuator device
10 First counterpressure plate/housing lid 11 Clutch disk/first
clutch disk 12 Pressure plate/first pressure plate 13 Actuator
piston/first actuator piston 14 Drive unit 15 First pump 16 Housing
part 17 Second clutch disk 18 Second pressure plate 19 Second
transmission input shaft 20 First displacement element 22 Second
displacement element 23 Clutch housing 24 Slave cylinder 25 Housing
26 Second counterpressure plate 27 Second actuator piston 28 First
pressure chamber 29 Second pressure chamber 30 Second pump 31 Pump
seat housing 32 Pump piston 33 Drum 34 Swashplate 35 Sliding
knuckle 36 Actuator 37 Tappet 38 Sensor piston 39 Pump drive shaft
40 Sprocket 41 Gears 42 First fluid connection 43 Pressure line 44
Second fluid connection 45 Fluid reservoir 46 Receiver coil 47
Transmitter coil 48 Stationary part 49 Moving part 52 Bearing 53
Spline 54 Pilot bearing
* * * * *